Gas delivery system of an internal combustion engine

ABSTRACT

A gas delivery system in which air supplied to the internal combustion engine via a supplementary conduit is controlled. In the gas delivery system, the main conduit gas flow traveling through the throttle valve conduit is controlled by a throttle valve and the supplementary conduit gas flow flowing through the supplementary conduit is controlled by a supplementary conduit control mechanism. The throttle valve and the supplementary conduit control mechanism is adjusted jointly with one adjusting drive device. The gas delivery system is provided in particular for internal combustion engines of motor vehicles.

BACKGROUND OF THE INVENTION

The invention is based on a gas delivery system of an internalcombustion engine.

In internal combustion engines, usually a main conduit gas flow issupplied to the combustion chamber or chambers via a main conduit. Themain conduit has a relatively large cross section so that when needed, alarge main conduit gas flow can be delivered to the combustion chamberor chambers without excessive flow losses. In the course of the mainconduit, there is an adjustable main conduit throttle mechanism whichcontrols the main conduit gas flow. The main conduit throttle mechanismis adjusted with the aid of an adjusting drive. The main conduitthrottle mechanism is usually a throttle valve. Depending on the type ofinternal combustion engine in the main conduit gas flow flowing air issupplied to the fuel in the course of the main conduit to the injectionvalves of each combustion chamber, or the fuel is directly injected intothe combustion chamber or chambers.

Because the cross section of the main conduit is relatively large, theflow speed of the main conduit gas flow flowing into the combustionchamber or chambers is quite low under particular operating conditionsof the internal combustion engine. Since this can lead to problems inthe mixture production and therefore in the combustion progression inthe combustion chamber, particularly in the idling range, asupplementary conduit gas flow is delivered into the combustion chamberor chambers via a supplementary conduit. Because the cross section ofthe supplementary conduit is quite small, the supplementary conduit gasflow in the supplementary conduit has a high flow speed in the region ofthe inlet conduit into the combustion chamber, even at a relatively lowsupplementary conduit gas flow in the supplementary conduit, by means ofwhich the mixture production and therefore the combustion progression inthe combustion chamber or chambers is improved.

In order to control the supplementary conduit gas flow in thesupplementary conduit, a special supplementary conduit control mechanismis provided in the course of the supplementary conduit. In previouslyknown embodiments, the main conduit throttle mechanism and thesupplementary conduit control mechanism are each adjusted with the aidof a separate adjusting drive. The other adjusting drive for thesupplementary conduit control mechanism requires a considerableexpenditure on the whole and the increased costs resulting from this areof considerable disadvantage in the manufacture of gas delivery systems.

OBJECT AND SUMMARY OF THE INVENTION

The gas delivery system of an internal combustion engine embodiedaccording to the invention has the advantage over the prior art that themanufacturing cost is significantly reduced.

Advantageous improvements and updates of the gas delivery system of aninternal combustion engine are possible by means of the measures takenin carry out the invention.

The invention will be better understood and further objects andadvantages thereof will become more apparent from the ensuing detaileddescription of preferred embodiments taken in conjunction with thedrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic representation of a gas delivery system embodiedaccording to the invention and

FIGS. 2 and 3 show different details.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The gas delivery system of an internal combustion engine embodiedaccording to the invention can be used in every engine in which acombustion chamber is intended to be supplied with a main conduit gasflow via a main conduit and a supplementary conduit gas flow via asupplementary conduit. The internal combustion engine can, for example,have only one combustion chamber. The internal combustion engine canalso have a number of combustion chambers. The main conduit can bedivided into a number of individual conduits, for example beforereaching the combustion chambers. The main conduit with the adjustablemain conduit throttle mechanism can be embodied so that the adjustablemain conduit throttle mechanism controls the gas flow for all thecombustion chambers of the internal combustion engine. The gas deliverysystem, though, can also be embodied so that for example, a separatemain conduit with a separate main conduit throttle mechanism isassociated with each combustion chamber of the internal combustionengine. At least one of these main conduit throttle mechanisms is thenalso used to adjust the supplementary conduit gas flow in thesupplementary conduit. However, it can also be the case that each of theadjustable main conduit throttle mechanisms is also used to control thesupplementary conduit gas flow in the supplementary conduit.

In the following description of exemplary embodiments, for reasons ofsimplicity, it will be assumed that the internal combustion engine hasfour combustion chambers and the adjusting drive controls the mainconduit gas flow and the supplementary conduit gas flow for the fourcombustion chambers.

FIG. 1 shows a preferably selected exemplary embodiment in a symbolicform.

FIG. 1 schematically represents an internal combustion engine 2 and agas delivery system that belongs to the internal combustion engine 2.Inside the internal combustion engine 2, there is a first combustionchamber 6, a second combustion chamber 6', a third combustion chamber6", and a fourth combustion chamber 6'". The gas delivery systemincludes a main conduit 8, a main conduit throttle mechanism 10, and asupplementary conduit 12. The main conduit 8 includes a conduit inletend 14, the main conduit throttle mechanism 10, a connection 15, and amanifold 16. Viewed in terms of the flow direction, the above-mentionedparts of the main conduit 8 come in the order in which they arementioned. A first individual conduit 18, a second individual conduit18', a third individual conduit 18", and a fourth individual conduit18'" branch from the manifold 16 parallel to one another. The individualconduits 18, 18', 18", 18'" are embodied, for example, as swing pipes inorder to be able to achieve the delivery of as great a full-load poweras possible with the internal combustion engine 2.

At the transitions from the individual conduits 18, 18', 18", 18'" intothe combustion chambers 6, 6', 6", 6'", inlet valves are provided in aknown manner, which are not shown in the drawings for the sake ofimproved clarity. In the course of the main conduit 8 of the gasdelivery system, there is, for example, a fuel injection valve or anumber of fuel injection valves for the fuel. Likewise for the sake ofbetter clarity, no injection valve is represented in the drawings. Theinternal combustion engine 2 is preferably embodied so that a fuelinjection valve is disposed at the end of each of the individualconduits 18, 18', 18", 18'", which either injects the fuel into theindividual conduits 18, 18', 18", 18'" upstream of the inlet valve orinjects it downstream of the inlet valves, directly into the combustionchambers 6, 6', 6", 6'". German patent disclosure DE 36 08 522 A1 hasdisclosed an embodiment in which the fuel injection valves inject thefuel into the individual conduits of the main conduit, upstream of theinlet valves. German patent disclosure DE 44 00 449 A1 and the Englishpublication GB 2 274 138 A each have disclosed an internal combustionengine in which the fuel injection valves inject the fuel directly intothe combustion chambers. It is, however, also conceivable that a fuelinjection valve is disposed in the region of the conduit inlet end 14,upstream of the main conduit throttle mechanism 10.

In the particularly selected exemplary embodiment, the supplementaryconduit 12 contains a supplementary conduit inlet 20, a supplementaryconduit guide 22, a so-called turbulence manifold 24, a first turbulenceair supply 26, a second turbulence air supply 26', a third turbulenceair supply 26", and a fourth turbulence air supply 26'". Thesupplementary conduit 12 branches off from the main conduit 8 in theregion of the main conduit throttle mechanism 10. The supplementaryconduit 12 begins at the supplementary conduit inlet 20.

A gas flow 30 flows through the gas delivery system. The gas flow 30 issymbolically depicted in the drawing with an arrow provided with thereference numeral 30. The gas flow 30 is normally flowing air. The gasflow 30, though, can also be a fuel-air mixture, depending on whetherthe gas flow is considered upstream or downstream of the fuel injectionvalve, where the flowing air is supplied with fuel. For example, in theregion of the main conduit throttle mechanism 10, the gas flow 30 isdivided into a main conduit gas flow 31 and a supplementary conduit gasflow 32. The main conduit gas flow 31 flows through the connection 15,through the manifold 16, and through the individual conduits 18, 18',18", 18'" into the combustion chambers 6, 6', 6", 6'". The supplementaryconduit gas flow 32 flows out of the main conduit 8 through thesupplementary conduit inlet 20, then through the supplementary conduitguide 22, through the turbulence manifold 24, and through the turbulenceair supplies 26, 26', 26", 26'", where the supplementary conduit gasflow 32 is preferably directed right at the inlet valve or valves of thecombustion chambers 6, 6', 6", 6'". The arrow 32 is depicted as thinnerthan the arrow 31 because with the exception of a relatively small mainconduit gas flow 30 in the idling range and in the lower partial loadrange of the internal combustion engine 2, the supplementary conduit gasflow 32 is significantly smaller than the main conduit gas flow 31.

The symbolically depicted main conduit throttle mechanism 10 preferablycontains a throttle valve connector 34 with a throttle valve shaft 38and a throttle valve 40. The throttle valve connector 34 has a tubularwall 36 and, on the inside of the wall 36, has a throttle valve conduit34c. The throttle valve 40, which is symbolically depicted in FIG. 1 andpivotably supported with the aid of the throttle valve shaft 38, isdisposed in the throttle valve conduit 34c. The throttle valve shaft 38is supported so that it can rotate in the wall 36 of the throttle valveconnector 34. The throttle valve 40 can be adjusted through the use of alikewise symbolically depicted, mechanically and/or electricallyfunctioning adjusting drive 42. The adjusting drive 42 contains, forexample, an electric motor with which, by means of a gear not shown inFIG. 1, the throttle valve shaft 38 and the throttle valve 40 fastenedto the throttle valve shaft 38 can be adjusted. The adjusting drive 42,though, can also be embodied in the form of a Bowden cable that connectsa gas pedal to the throttle valve shaft 38.

The adjusting drive 42 can move the throttle valve 40 of the mainconduit throttle mechanism 10 so that the free cross section for themain conduit gas flow 31 is completely or almost completely closed. Thethrottle valve 40, though, can also be adjusted so that the air or thefuel-air mixture can flow largely unthrottled through the throttle valveconduit 34c of the throttle valve connector 34 into the manifold 16. Themain conduit gas flow 31 traveling through the main conduit 8 can becontrolled by adjusting the throttle valve 40.

A supplementary conduit control mechanism 44 is flange mounted to thethrottle valve connector 34 or integrated into the throttle valveconnector 34. The supplementary conduit control mechanism 44symbolically depicted in FIG. 1 has an adjustable valve member 46symbolically depicted by means of an arrow. The adjusting drive 42 isused for adjusting the throttle valve 40 of the main conduit throttlemechanism 10. The adjusting drive 42 can also move the adjustable valvemember 46 of the supplementary conduit control mechanism 44 via acoupling device 50. The supplementary conduit gas flow 32 travelingthrough the supplementary conduit 12 can be controlled with theadjustment of the valve member 46 of the supplementary conduit controlmechanism 44.

Normally an air filter, not shown in the drawings, is disposed on theconduit inlet end 14, in other words, upstream, before the throttlevalve connector 34, and filters the gas flow 30 traveling to theinternal combustion engine 2. So that no unfiltered air can reach theinternal combustion engine 2, and so that an additional air filter isnot also required for the supplementary conduit 12, it is preferable ifthe supplementary conduit 12 branches off from the main conduit 8downstream, after the air filter on the conduit inlet end 14. In orderfor the throttle valve 40 to not additionally throttle the supplementaryconduit gas flow 32, it is preferable if the supplementary conduit inlet20 is provided upstream, before the throttle valve 40 so that thesupplementary conduit 12 branches off from the main conduit 8 upstreamof the throttle valve 40. In order to achieve as favorable an embodimentas possible, it is preferable if the supplementary conduit 12 branchesoff from the throttle valve connector 34 upstream just before thethrottle valve 40 or in the region of the throttle valve 40.

In different scales, FIGS. 2 and 3 show a preferred selected exemplaryembodiment that is particularly advantageous and embodied in a modifiedform, wherein for the sake of clarity, essentially only the region ofthe throttle valve connector 34 is reproduced here. The intersectingplane represented in FIG. 2 is indicated in FIG. 3 with II--II. In FIG.3, different regions are represented in section and their intersectingplane and view direction are indicated in FIG. 2 with III--III.

In all of the Figs., the same parts or parts with the same functions areprovided with the same reference numerals. Provided that nothing tocontradict it is mentioned or represented in the drawings, that which ismentioned and represented in conjunction with one of the Figs. alsoapplies to the other exemplary embodiments. Provided that theexplanations do not say otherwise, the details of the differentexemplary embodiments can be combined with one another.

The throttle valve shaft 38 extends perpendicular through the throttlevalve conduit 34c (FIG. 3) and is supported so that it can pivot in thewall 36 of the throttle valve connector 34 with the aid of a firstbearing 51 and a second bearing 52.

The adjusting drive 42 (FIG. 3) is preferably comprised essentially ofan electric motor built into the throttle valve connector 34. Theelectric motor drives an intermediary wheel 54. The intermediary wheel54 meshes with a drive wheel 56, wherein on the side of the firstbearing 51, the drive wheel 56 is affixed to the throttle valve shaft38. On the side of the second bearing 52, a lever 58 is formed onto thethrottle valve shaft 38. The lever 58 can adjust the valve member 46 ofthe supplementary conduit control mechanism 44. In the preferredselected exemplary embodiment, the coupling device 50, which couples thesupplementary conduit control mechanism 44 to the movement of thethrottle valve 40 or to the adjusting movement of the adjusting drive42, includes the intermediary wheel 54, the drive wheel 56, the throttlevalve shaft 38, the lever 58, and the valve member 46.

The supplementary conduit control mechanism 44 has a housing 44a that isconnected to the throttle valve connector 34. The housing 44a is screwmounted to the throttle valve connector 34 or is preferably cast out ofmetal or plastic, of one piece with the throttle valve connector 34. Inthe housing 44a, there is a bearing 44b and a bearing 44c in which thevalve member 46 is supported so that it can slide longitudinally. Avalve seat 44d is provided on the housing 44a. The valve member 46includes a guide rod 46a, a closing member 46b, and a stop 46c. Theguide rod 46a is supported in the housing 44a via the bearings 44b, 44c.

Depending on the position of the throttle valve 40, the end of the guiderod 46a oriented toward the lever 58 rests against the lever 58, whereinthe contact point or the contact face between the guide rod 46a and thelever 58 is radially spaced from the rotational axis of the throttlevalve shaft 38.

Depending on the position of the valve member 46, the closing body 46brests against the valve seat 44d or has lifted up from the valve seat44d, wherein the adjusting drive 42 determines the position of the valvemember 46 via the coupling device 50 as long as the stop 46c does notdefine the movement end of the valve member 46. A valve spring 60supported on the housing 44a acts on the valve member 46 with its effortapplied toward lifting the closing body 46b from the valve seat 44duntil the stop 46c comes into contact with the housing 44a. The valvespring 60 couples the valve member 46 to the movement of the throttlevalve 40 until the stop 46c rests against the housing.

A restoring spring 62 supported against the wall 36 of the throttlevalve connector 34 acts on the throttle valve 40 via the drive wheel 56and the throttle valve shaft 38, with its effort applied to actuatingthe throttle valve 40 in the closing direction. Taking FIG. 2 intoconsideration, the closing direction corresponds to a rotation of thethrottle valve shaft 38 in the clockwise direction. If the electricmotor of the adjusting drive 42 is not supplied with current, i.e. whenthe adjusting drive 42 is not operational, the valve spring 60 hasactuated the valve member 46 in the opening direction until the stop 46ccomes into contact against the housing 44a and the restoring spring 62has actuated the throttle valve 40 in the closing direction until thelever 58 has come into contact with the guide rod 46a of the valvemember 46. The position just described will be referred to below as therest position of the valve member 46 of the supplementary conduitcontrol mechanism 44 and of the throttle valve 40 of the main conduitthrottle mechanism 10. The force of the valve spring 60 is matched tothe force or the torque of the restoring spring 62 so that when theadjusting drive 42 is not operational, the valve member 46 and thethrottle valve 40 are securely held in the rest position. FIG. 2 showsthe valve member 46 and the throttle valve shaft 38 with the lever 58and the throttle valve 40 in the rest position. In the rest position ofthe valve member 46 and the throttle valve 40, the supplementary conduitgas flow 32 can branch off from the gas flow 30 (FIG. 2) at thesupplementary conduit inlet 20 and can flow through the supplementaryconduit guide 22 to the internal combustion engine 2.

The force or torque of the restoring spring 62 is of sufficientmagnitude so that when the adjusting drive 42 is not operational, thethrottle valve 40 is adjusted into the rest position by overcoming thefrictional forces that occur and overcoming the flow forces acting onthe throttle valve 40. The force or torque of the valve spring 60 is ofsuch a magnitude that in the event of a failure of the adjusting drive42, the valve spring 60 moves the valve member 46, together with thethrottle valve 40, until the rest position determined by the stop 46c,by overcoming the frictional and flow forces that occur as well as byovercoming the opposing force created by the restoring spring 62 or theopposing torque created by the restoring spring 62. As a result, therest position of the main conduit throttle mechanism 10 and thesupplementary conduit control mechanism 44 is established when theadjusting drive 42 is not operational. With the aid of the adjustingdrive 42, though, starting from the rest position, the throttle valve40, together with the valve member 46, can be moved further in theclosing direction till the valve member 46 rests against the housing44a. And starting from the rest position, the adjusting drive 42 canmove the throttle valve 40 in the opening direction, wherein the lever58 lifts up from the valve member 46. The valve spring 60 holds thevalve member 46 in the rest position determined by the stop 46c, whereinthe adjusting drive 42 can overcome this position in the closingdirection, wherein the valve member 46 yields in a resilient manner.Viewed in this way, the valve member 46 constitutes a flexible,elastically yielding stop for the throttle valve 40 of the main conduitthrottle mechanism 10.

In the selected exemplary embodiment, the throttle valve conduit 34c isnot embodied in the shape of a continuously straight cylinder, but inthe shape of a dome in the region of the throttle valve 40. The throttlevalve conduit 34c has a dome 64 (FIG. 2) in the region of the throttlevalve 40. The dome 64 is shaped so that when the throttle valve 40 isdisposed in the rest position, the main conduit gas flow 31 travelsthrough the main conduit 8 with the desired volume. The dome 64 can beshaped so that in the rest position, the supplementary conduit gas flow32 is greater than the main conduit gas flow 31. In the extremeinstance, the main conduit gas flow 31 is zero or close to zero in therest position.

The corresponding shaping of the dome 64 can achieve the fact that thereis a particular ratio between the rotational angle of the throttle valve40 and the free opening cross section of the main conduit 8. In order toachieve a sensitive adjustment of the free opening cross section of themain conduit 8 in the small opening angle range, preferably the dome 64is shaped so that to a large extent, the throttle valve conduit 34cnestles against the outer circumference of the throttle valve 40 in thesmall opening angle range.

Starting from the rest position represented in FIG. 2, the adjustingdrive 42 can move the throttle valve 40 in the opening direction, whichfrom the point of view depicted in FIG. 2 means a rotation of thethrottle valve 40 in the counterclockwise direction. In the course ofthis, the lever 58 lifts up from the valve member 46 and the valvemember 46 remains in the rest position that can be established by thestop 46c, in which the supplementary conduit guide 22 is open. Theadjusting drive 42 can pivot the throttle valve 40 until the mainconduit 8 is completely open.

Starting from the rest position represented in FIG. 2, the adjustingdrive 42 (FIG. 3) can also move the throttle valve shaft 38 in theclockwise direction. In the course of this, the adjusting drive 42 movesthe valve member 46 toward the valve seat 44d via the throttle valveshaft 38 belonging to the coupling device 50 and via the lever 58, untilthe supplementary conduit guide 22 is completely closed. When necessary,a bore that constitutes a remaining cross section 22a can be provided,for example in the closing body 46b of the valve member 46 or in thehousing 44a. The remaining cross section 22a makes sure that a minimumquantity of gas can flow through the supplementary conduit guide 22.

If the closing body 46b is resting against the valve seat 44d, then thevalve member 46 of the supplementary conduit control mechanism 44 andthe throttle valve 40 of the main conduit throttle mechanism 10 aredisposed in a position which will be referred to below as the closedposition. For the throttle valve 40, the valve member 46 constitutes thestop that determines the closed position so that for the throttle valve40, another stop that defines the closed position in another way doesnot have to be provided. In the closed position, the throttle valve 40is disposed, for example, perpendicular to the throttle valve conduit34c and the main conduit 8 is completely or almost completely closed.

The coupling device 50 achieves the fact that both the main conduitthrottle mechanism 10 and the supplementary conduit control mechanism 44can be adjusted using the one common adjusting drive 42. A secondadjusting drive is not required for this. In the selected exemplaryembodiment, in an adjusting region, the throttle valve 40 of the mainconduit throttle mechanism 10 and the valve member 46 of thesupplementary conduit control mechanism 44 are coupled to each other viathe coupling device 50 and in another adjusting region, the throttlevalve 40 is adjusted without the valve member 46. In the particularlyselected exemplary embodiment, between the rest position and the closedposition, the throttle valve 40 and the valve member 46 are movedjointly and between the rest position and the position in which the mainconduit 8 is completely open, only the throttle valve 40 is moved, whilethe valve member 46 rests with the stop 46c against the housing 44a.

If the movement of the valve member 46 and the throttle valve 40 isconsidered starting from the closed position, then upon actuation in theopening direction, which according to FIG. 2 means a rotation of thethrottle valve shaft 38 in the counterclockwise direction, first thesupplementary conduit 12 is opened a relatively large amount and themain conduit 8 then opens a relatively small amount so that in theregion of the closed position, the supplementary conduit gas flow 32 isgreater or significantly greater than the main conduit gas flow 31. Amodulation between the main conduit gas flow 31 and the supplementaryconduit gas flow 32 can be easily carried out through the appropriateshaping of the dome 64. Upon further actuation of the valve member 46and the throttle valve 40, first the supplementary conduit 12progressively opens to a maximum. At the same time, depending on theshaping of the dome 64, the main conduit 8 opens as well. Upon furtheractuation of the throttle valve shaft 38 in the opening direction, thenthe stop 46c limits a further opening of the supplementary conduit 12.If the throttle valve 40 is then pivoted further in the openingdirection, which according to FIG. 2 means a rotation in thecounterclockwise direction, then the lever 58 lifts up from the valvemember 46.

The rest position, in which the supplementary conduit 12 and possiblyalso the main conduit 8 are more or less open, it can thus be determinedthat the gas flow 30 as a whole is of sufficient volume for an emergencyoperation of the internal combustion engine 2 to be possible. Theemergency operation can, for example, be selected in such a way that thevehicle can be moved far enough for it to reach a repair shop. Even whenthe vehicle is turned off, the throttle valve 40 is disposed in the restposition, which can be determined in such a way that there is asufficient gap between the throttle valve 40 and the throttle valveconduit 34c so that there is no danger of the throttle valve 40 freezingagainst the throttle valve conduit 34c.

On the end of the closing body 46b remote from the valve seat 44d, agas-tight bellows 66 (FIG. 2) is provided, and a bore 46d extendsthrough the closing body 46b. The diameter of the bellows 66 correspondsapproximately to the diameter of the valve seat 44d. The bellows 66 andthe bore 46d are provided for the purpose of pressure compensation sothat in particular, even when the supplementary conduit 12 is closed oralmost closed, essentially the same pressure prevails on both ends ofthe closing body 46b. As a result, the actuating force that has to bebrought to bear for the adjusting drive 42 (FIG. 3) to close thesupplementary conduit control mechanism 44 can be significantly reduced.

A thread 46e is provided on the guide rod 46a and the closing body 46bis screwed onto it. There is a wrench face 46f on the guide rod 46a. Theclosing body 46b is secured against rotation, for example with the aidof the bellows 66 or with another rotational securing device, not shown.Upon rotation at the wrench face 46f, the guide rod 46a moves in thelongitudinal direction in relation to the closing body 46b and the stop46c provided on the closing body 46b so that in this way, the guide rod46a can be finely adjusted in the longitudinal direction in relation tothe closing body 46b. By rotating at the wrench face 46f, the throttlevalve 40 can consequently be adjusted in a simple manner in relation tothe valve member 46. In particular, the rest position for the throttlevalve 40 can be precisely set in this way. Through the choice of theshaping of the dome 64, the choice of the effective radial distancebetween the rotational axis of the throttle valve shaft 38 and theengaging point of the valve member 46 on the lever 58, and through thechoice of the diameter of the valve seat 44d, the ratio of the openinggradient of the supplementary conduit 12 to the opening gradient of themain conduit 8 can be structurally determined. If need be, this ratiocan also be changed later within certain limits by rotation at thewrench face 46f. By means of an opening 44f provided in the housing 44a,a rotation at the wrench face 46f can subsequently take place, even whenthe gas delivery system is completely assembled. The opening 44f in thehousing 44a can be closed by means of a closing stopper, not shown.

The foregoing relates to preferred exemplary embodiments of theinvention, it being understood that other variants and embodimentsthereof are possible within the spirit and scope of the invention, thelatter being defined by the appended claims.

I claim:
 1. A gas delivery system of an internal combustion engine,comprising at least one combustion chamber, a main conduit (8) forsupplying a main conduit gas flow to the at least one combustionchamber, a main conduit throttle mechanism (10) that controls the mainconduit gas flow, a supplementary conduit (12) for supplying asupplementary conduit gas flow to the at least one combustion chamber,an adjustable supplementary conduit gas flow, and an adjusting means(42) for adjusting the main conduit throttle mechanism (10) and foradjusting the supplementary conduit control mechanism (44,46), and saidmain conduit throttle mechanism (10) is acted on in a closing directionby a restoring spring (62) and the supplementary conduit controlmechanism (44, 46) is acted on in an opening direction by a valve spring(60).
 2. A gas delivery system according to claim 1, in which thesupplementary conduit (12, 22) branches off from the main conduit (8)upstream of the main conduit throttle mechanism (10).
 3. A gas deliverysystem according to claim 2, in which the main conduit throttlemechanism (10) is acted on in a closing direction by a restoring spring(62) and the supplementary conduit control mechanism (44, 46) is actedon in an opening direction by a valve spring (60).
 4. A gas deliverysystem according to claim 2, in which a stop (46c) limits theadjustability of the supplementary conduit control mechanism (44, 46) inthe opening direction.
 5. A gas delivery system according to claim 2, inwhich the main conduit throttle mechanism (10) is embodied in the formof a throttle valve (40), said throttle valve is fastened to a throttlevalve shaft (38) that is supported so the throttle valve shaft can pivotin a throttle valve connector (34, 36), wherein the throttle valve shaft(38) is used to adjust the supplementary conduit control mechanism (44,46).
 6. A gas delivery system according to claim 1, in which a stop(46c) limits the adjustability of the supplementary conduit controlmechanism (44, 46) in the opening direction.
 7. A gas delivery systemaccording to claim 1, in which the main conduit throttle mechanism (10)is embodied in the form of a throttle valve (40), said throttle valve isfastened to a throttle valve shaft (38) that is supported so thethrottle valve shaft can pivot in a throttle valve connector (34, 36),wherein the throttle valve shaft (38) is used to adjust thesupplementary conduit control mechanism (44, 46).
 8. A gas deliverysystem according to claim 1, in which the supplementary conduit controlmechanism (44, 46) is used as a flexible stop for the main conduitthrottle mechanism (10, 40).
 9. A gas delivery system according to claim1, in which the supplementary conduit control mechanism (44, 46) is usedas a flexible stop for the main conduit throttle mechanism (10, 40). 10.A gas delivery system according to claim 9, in which an adjustingmovement of the supplementary conduit control mechanism (44, 46) iscoupled to an adjusting movement of the main conduit throttle mechanism(10) via a coupling device (50, 58).
 11. A gas delivery system accordingto claim 1, in which an adjusting movement of the supplementary conduitcontrol mechanism (44, 46) is coupled to an adjusting movement of themain conduit throttle mechanism (10) via a coupling device (50, 58). 12.A gas delivery system of an internal combustion engine, comprising atleast one combustion chamber, a main conduit (8) for supplying a mainconduit gas flow to the at least one combustion chamber, a main conduitthrottle mechanism (10) that controls the main conduit gas flow, asupplementary conduit (12) for supplying a supplementary conduit gasflow to the at least one combustion chamber, an adjustable supplementaryconduit control mechanism that controls the supplementary conduit gasflow, and an adjusting means (42) for adjusting the main conduitthrottle mechanism (10, 40) and for adjusting the supplementary conduitcontrol mechanism (44, 46), the main conduit throttle mechanism (10) isembodied in the form of a throttle valve (40), said throttle valve isfastened to a throttle valve shaft (38) that is supported so thethrottle valve shaft can pivot in a throttle valve connector (34, 36),wherein the throttle valve shaft (38) is used to adjust thesupplementary conduit control mechanism (44, 46), and the main conduit(8) has a curved enlarged diameter in a region of the throttle valve(40).
 13. A gas delivery system according to claim 12, in which thethrottle valve (40) is acted upon in the closing direction by arestoring spring (62) and the supplementary conduit control mechanism(44, 46) is acted on in the opening direction by a valve spring (60).14. A gas delivery system according to claim 2, in which thesupplementary conduit control mechanism (44, 46) is used as a flexiblestop for the main conduit throttle mechanism (10, 40).
 15. A gasdelivery system according to claim 14, in which an adjusting movement ofthe supplementary conduit control mechanism (44, 46) is coupled to anadjusting movement of the main conduit throttle mechanism (10) via acoupling device (50, 58).
 16. A gas delivery system of an internalcombustion engine, comprising at least one combustion chamber, a mainconduit (8) for supplying a main conduit gas flow to the at least onecombustion chamber, a main conduit throttle mechanism (10) that controlsthe main conduit gas flow, a supplementary conduit (12) for supplying asupplementary conduit gas flow to the at least one combustion chamber,an adjustable supplementary conduit control mechanism that controls thesupplementary conduit gas flow, and an adjusting means (42) foradjusting the main conduit throttle mechanism (10) and for adjusting thesupplementary conduit control mechanism (44, 46), and the supplementaryconduit control mechanism (44, 46) provides a flexible stop for the mainconduit throttle mechanism (10).
 17. A gas delivery system of aninternal combustion engine, comprising at least one combustion chamber,a main conduit (8) for supplying a main conduit gas flow to the at leastone combustion chamber, a main conduit throttle mechanism (10) thatcontrols the main conduit gas flow, a supplementary conduit (12) forsupplying a supplementary conduit gas flow to the at least onecombustion chamber, an adjustable supplementary conduit controlmechanism that controls the supplementary conduit gas flow, and anadjusting means (42) for adjusting the main conduit throttle mechanismand for adjusting the supplementary conduit control mechanism (44) saidsupplementary conduit control mechanism (44) includes a guide rod (46a),a closing member (46b) and a stop (46c), said stop (46c) limits theadjustability of the supplementary conduit control mechanism (44, 46) inthe opening direction and determines a position of repose of the valvemember (46), and the main conduit throttle mechanism (10) is adjustablein an opening direction past said position of repose of the valve member(46) without movement of the secondary control device (44).
 18. A gasdelivery system according to claim 17, in which the main conduitthrottle mechanism (10) is embodied in the form of a throttle valve(40), said throttle valve is fastened to a throttle valve shaft (38)that is supported so the throttle valve shaft can pivot in a throttlevalve connector (34, 36), wherein the throttle valve shaft (38) is usedto adjust the supplementary conduit control mechanism (44, 46).